Aryan95614/aerograph-asrs huggingface dataset:
Aircraft: A320
Phase of flight: Parked
Anomaly: Ground Event / Encounter Other / Unknown

Another Agent who was loading mail with me in the pit saw the lav service guy driving his equipment. He thought he was driving under the aircraft. I tried to lean and look if the he was driving under the aircraft that is when my badge caught between the belt and the belt loader ramp and drag my vest in. At this time; I yelled and then the other Agent pushed the emergency stop. We asked a third Agent who was putting the mail on the belt loader to start the belt loader to operate in reverse and didn't work. We tried to operate the belt forward and the badge felt off.It was safety concern. Many thanks to the Agent who did what he did to prevent any injury. The Agent and I decided to park the belt loader by the GSE shop with red tag attached to it. The Agent notified the Supervisor on duty about the action we took and he agreed. During servicing of flight; I was in the rear cargo hold (pit 4) preparing to load mail with the assistance of my Lead Ramp Agent. He was in the door of pit 5 and leaned over the end of the belt loader to check on a lav truck that appeared to be under the aircraft fuselage. I heard him yell and turned to see his badge and vest caught between the baggage belt and the roller on the loader; and his face and chest being pulled into the belt. I immediately hit the e-stop button and the belt stopped. Another Ramp Agent ran over from the other end of the belt (the lower end); and also turned off the belt loader key. We released the Lead's badge lanyard and vest from his neck; and the other Agent restarted the belt. We attempted to reverse the belt to free the Lead's badge; but that was unsuccessful; as the gap was too small to allow it to pass back through. We then reactivated the belt in the forward direction and passed his badge through the same was it was pulled in. This inability to release by reversing the belt presented additional danger; in that if the Lead had been pulled further in before we were able to stop the belt; there would have been no way to quickly free him. After the incident we immediately reported to the Supervisor; who ordered that we immediately place that belt loader out of service.Additionally; the load has been known to pull in gloves; luggage tags; straps; etc. creating other minor near-misses and damaged baggage in the past. The ramp itself is rarely; if ever used; as it requires employees to bend over the end of the belt and lift bags while in a bent over position. A Ramp Agent's badge and vest were caught in the belt loader pulley as he leaned out over it; but quick action by another agent who hit the emergency stop prevented injury. The loader would not reverse and was removed from service.
Aircraft: EC135
Phase of flight: Cruise
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence

While enroute back to base from an interfacility transport the crew decision was to abort the flight and return to airport. While executing the 180 degree left turn; aircraft began to enter a low cloud along the ridge line. Pilot decided that continuing the turn could possibly result in an IMC encounter while in a left hand bank. Prior to entering obscuration pilot leveled the aircraft and accepted the IMC event. Pilot announced IMC to crew and proceeded with the IMC emergency procedures for IMC event. Medic in left seat assisted pilot with the IMC cards and approach plates. Upon reaching a VFR on top altitude pilot elected to level off and be prepared to set up for the RNAV approach to base airport. During this time; Pilot; once aircraft control was well established (NON IFR aircraft/No Auto Pilot or HELISAS or MFDs); attempted contact with ATC. Pilot was unable to clearly receive ATC so pilot made call in the blind. Shortly after Pilot was able to receive ATC. Aircraft was configured for IFR flight and approach to base selected and activated. Pilot was following GPS guidance for the RNAV approach about the same time ATC provided heading and other clearance aircraft entered VMC conditions in vicinity of airport. Pilot notified ATC of encountering VMC conditions; and descended within VMC and flew VFR to airport. Upon landing crew debriefed the event and discussed anything we could have done better or improved upon as well as those things we did well. Operations was aware at all times of the status of the flight.Make the decision to abort as early as possible; do not hesitate. EC135 helicopter pilot reported entering IMC on a return to base from a transport flight; requested assistance from ATC; and was able to descend on an RNAV approach to VMC and landed successfully.
Aircraft: B757
Phase of flight: Climb
Anomaly: Inflight Event / Encounter Wake Vortex Encounter

Cruise climb stopped at FL330 by ATC for unseen traffic at FL340. Suspect crossed jetwash/wake turbulence. Sudden; very quick turbulence jolt encountered from smooth condition both before and after event. Flight attendants had just started service and were in aisle. 3 reported injured knee; wrist or back ache but declined medical assistance and continued flight to destination. We had leveled off at FL330 in the vicinity of HACKS intersection and were awaiting further climb to FL340 once clearing crossing traffic at FL340. We were in clear air with no visual cues that turbulence was in the area (cloud formations; TS; etc.). I had asked for a ride report before turning off the seat belt sign and was informed that there were no adverse reports. The turbulence event was moderate in intensity with both lateral and vertical motions lasting approximately 1 second. I communicated with the F/As to determine if any passenger or crew member were injured. The F/A advised that no passenger appeared to have been injured; but that multiple F/As were experiencing physical discomfort as a result of the turbulence event. B757 flight crew reported encountering wake turbulence at FL330 from an aircraft at FL340 that resulted in minor injuries to three flight attendants.
Aircraft: A321
Phase of flight: Parked
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Aircraft

Fume event. Entire crew on jetway. Jetway broken. Aircraft with ground crew member in flight deck. APU on packs on all doors shut. Once door opened I entered aircraft went into flight deck and smelled the dirty mold sock smell and got off jet. Fumes started to enter jetway most of us left jetway. Fumes caused eye irritation and sore throat at time of this writing. Maintenance tried to get the Captain and First Officer to do engine run ups after this incident.Ground crew who was in flight deck during tow most likely did not have training in the dangers of this type of fumes. I spoke directly to the station manager about how dangerous fumes are and how long [operator] was exposed. [Manager] said [operators] could not [be forced to] get blood tested. The ground crew members were exposed for over 10 minutes that I am aware. I am sure it was more like 10 to 20 minutes.I reviewed the QRH checklist for smoke/fumes. It needs [to be] improved. I suggest [company] look at what [other carrier] have done with their checklist and procedures. I have heard their mechanics are required to wear protection for engine runs etc.; after this type of event. [Company] maintenance should not be requesting pilots to trouble shoot with no protection after fume event. They asked us to return to jet and do engine run ups. Plane was brought from the hardstand to gate. All crew was on jetbridge waiting to get on plane. The plane door was open and the FO (First Officer) and I entered the plane. He went into cockpit and I was in 1st class galley. I went to put my luggage away and told FO that the plane smelled awful. He agreed and we both got off. I got FA's [Flight Attendants] and we went halfway up the jetbridge and then the smell started coming up the jetbridge. We then went into the terminal. I called OPS and Crew Tracking. Paramedics checked us out and we deadheaded to ZZZ1 and we called [doctor] and were sent to [clinic] in ZZZ1 to be looked at.If you are involved in a fume event; the 1st thing once you call and report it; they should advise you to immediately step outside for fresh air. The doctor told us we need to do that. Second; it should be mandatory to immediately have blood drawn and tested for CO poisoning. We were under the impression that they would do that in ZZZ1. By the time we got there; it was too late to be tested. Air Carrier First Officer and Flight Attendant reported a fumes event shortly after boarding the aircraft for pre-flight duties. First Officer reported experiencing health issues.
Aircraft: PA28
Phase of flight: Final Approach
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy

While practicing landings in the pattern at ZZZ. Myself and my student were downwind at 1400 feet MSL when we noticed a drone flying at the same altitude but heading north directly in our path. We took an evasive maneuver by banking to the right to fly around the drone. The drone did not alter course; heading; or altitude. Had we not maneuvered a head on mid-air collision was inevitable. After I reported this over the CTAF; Unicom attempted to contact the drone operator via the radio frequency but with no luck. This drone seemed to resemble that of an amateur photography style not a professional. Instructor Pilot reported a NMAC with a UAV while in the traffic pattern.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Landing
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe

Aircraft X was an emergency inbound to Runway XXL. He did a low approach over Runway XXL so we could check his gear status. It appeared down. The FLM called the alert and the emergency vehicles responded to their standby positions and the fun began. The Fire Chief was instructed to go to the emergency frequency. He was transmitting on it but [not] receiving. The FLM called the airport to coordinate since the aircraft was on a 6 mile final and wanted the vehicles to follow him down the runway after he landed. The Fire Chief gets the emergency information. The aircraft landed and rolled to the end and turned off at Taxiway Papa and held short of Runway XXR. I was working Local and had an aircraft in position on the runway. I know not to roll when the Fire Department is on the field because you never know what they will do. A couple vehicles were on my frequency so I crossed them. A couple vehicles were on the other local and a couple were talking to the FLM on the handheld radio we use for airport operations. All vehicles needed to cross an active runway to respond to the Aircraft X. Wouldn't it be safer if they were all on the same frequency? Every single time the Fire Department is on the field it's a comedy of errors. This must stop. Let the Fire Department listen to a tape of this event. Put all vehicles on the same frequency. Schedule a drill on the airport. Have the Fire Department monitor in the Tower. Tower Controller described an event when emergency vehicles responding to an aircraft in difficulty were on several different frequencies attempting to cross an active runway; which created confusion during the emergency response.
Aircraft: C172
Phase of flight: Landing
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway

[Instructor] was teaching pre-solo landing training and the student was on glide path and entered the round out and flare and was correctly performed. Normal sink to landing stall horn sounded just as we touched the runway centerline the plane abruptly veered to the grass leaving no time for go around. I immediately took control of aircraft and applied brakes as we entered the grass. We encroached the grass approximately 20 to 40 ft. I determined that the we had not hit anything and the engine was at idle and I turned the plane back to re-enter the runway to taxi back to the FBO to inspect if there was damage. Upon inspection of prop; airframe I determined that only damage was a flat on the left tire. I called [Chief Pilot] to discuss the incident and I determined that a safe flight back to [our departure airport] was the best course of action. After discussing with Maintenance a general assumption was made that we believe the student pilot had applied left brake prior to landing causing the flat spot on the tire. Cessna 172 Flight Instructor reported the student ran off the runway while landing.
Aircraft: ANY UNKNOWN OR UNLISTED AIRCRAFT MANUFACTURER
Phase of flight: unknown
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy

I was working Traffic Management Unit when [Military Special Use Airspace Facility] called and wanted to give back their airspace. They called and said they would keep [Warning Area X] and [Warning Area Y] active surface to 15000 feet. I asked them if that was it; they responded yes and the coordination was complete. I then went through our checklist and made all of their airspace cold except for [Warning Area X] and [Warning Area Y]. I then called the areas including [the adjacent center] to advise them of the change. After that I was relieved and went on break. Less than an hour later [Military Special Use Airspace Facility] called and wanted to verify their airspace which is when the Traffic Management Unit learned that they had intended to only change [Warning Area X] and [Warning Area Y] and keep the rest of their airspace active as it had been. So for about an hour we were showing their airspace cold while they were showing it hot. I am not sure how many aircraft flew through the military airspace because of it. The amount of coordination and work that is involved in the Traffic Management position at ARTCC is unsafe. There is so much airspace going active and cold all the time and the workload involved in coordinating the airspace is so much that things do get missed from time to time. I am not sure if I have a fix to the position but there has to be an easier way to coordinate in real time the active military airspace. I think that [Military Special Use Airspace Facility] needs to be clearer when they are communicating with the mission's position what they need when they are calling up or down airspace. ARTCC Traffic Management Controller coordinated military special use airspace status with the military controlling facility. Due to a miscommunication; the ARTCC controller and the military facility were not aligned as to what airspace was under military control.
Aircraft: SMALL TRANSPORT; LOW WING; 2 RECIP ENG
Phase of flight: Initial Approach
Anomaly: Conflict NMAC

While we were about 15 miles out; we called the field in sight and canceled IFR. We were on a 3 mile final when the Tower instructed [another aircraft] to make a 'dog leg' or 'tight downwind.' They were cleared to land right in front of us. We were going about 120 KTS. We immediately knew were going to have to execute a go around. We then made left traffic to come back around. As we turned downwind to base we saw another aircraft a little ways out they were also turning onto a right base to final (at the time they were at our 2 o'clock position). As we made our turn to final the Cessna was right above us (They were less than 500 FT from us). They were told they were number 2 to land. They could not see us in front of them. We told them we were slightly lower and ahead of them. We landed without further incident. The Tower should not put an aircraft going 80 KTS faster than another aircraft right behind them on final. Also they should not have Left and Right traffic going at the same time. The pilot of a small transport aircraft reported that ATC turned another aircraft in front of them on 3 mile final. After executing a go-around; a different aircraft turned in front of them and created a Near-Mid-Air-Collision condition.
Aircraft: EMB ERJ 170/175 ER/LR
Phase of flight: Cruise
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

Captain put in the crossing restriction and we were helping ATC with 'how do u hear this frequency?' Then Captain inserted the approach in the FMS. The FMS dropped the restriction out of VNAV and we did not notice. ATC asked us if we were aware of restriction at GEMINI at 12;000 feet. I said we would not make it and I asked for a vector off airway. We got to 12;000 feet and resumed arrival into DTW. I'm not sure why the FMS dropped the restriction AFTER Captain inserted the approach? He did it again to see if it would drop it again (just to test his theory) and it did it a second time too. EMB170 First Officer reports an arrival crossing restriction being deleted when the approach is entered in the FMC.
Aircraft: ECLIPSE 500
Phase of flight: Descent
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter

On the STOCR3 arrival into CLT; at FL220 making the turn at [FLLGG]. There was a quartering tailwind from the left. Encountered light then moderate and then severe turbulence which caused the aircraft to dip quickly to the left; between 60 and 90 degrees. The aircraft lost only 400 feet. We recovered. We informed ATC and they said the sector above had an Airbus out ahead of us. Likely wake turbulence. ATC said they would make a report on their end as well. EA-500 Captain reported encountering wake turbulence from a preceding Airbus on arrival into CLT.
Aircraft: CITATION V/ULTRA/ENCORE (C560)
Phase of flight: Takeoff / Launch
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

Crew received route clearance prior to taxi. Route clearance given began with the Atlanta Six departure SOONE transition. Departure instructions for Atlanta Six departure off of Runway 9L state 'fly heading 095 and expect RADAR vectors to transition climb and maintain 10;000.' After cleared to line up and wait; Tower then cleared the aircraft for take off on 9L and stated turn heading 110 at the 'Middle Marker.' The complications arose here. This non standard clearance was given after take off clearance given; giving the crew little time to determine exact position on the Middle Marker. The crew assumed the 'middle marker' was for the opposite direction ILS. Again this was not clearly stated by ATC. Also; Tower cleared a heavy Airbus A330 for take off prior to our take off clearance. The crew discussed a maximum performance take off and climb would be executed to avoid wake turbulence. On the take off roll; after receiving the clearance to execute the turn to 110 at the marker; the Captain selected the audible marker beacon tone on. However due to our high climb rate to avoid wake turbulence we were already greater than 4;000 feet when crossing the Middle Marker and no tone or signal was ever received. This is most likely due to the fact that middle marker normal altitude use is 200 feet and not 4;000 feet. The crew was above an overcast layer and could not determine the location of the marker beacon visually. Crew subsequently executed a turn when they were reasonably sure of passing the Marker Beacon. ATC informed the crew they had executed the turn late. To fix this problem- ATC should assign an altitude or a known fix on the departure to execute a turn; not an unknown marker beacon that is in no way shape or form associated with the take off runway. Also; due to our aircraft's steep climb and high altitude; a Middle Marker cannot reasonably be used to determine position at an altitude of 4;000 feet when its normal altitude use is 200 feet. Citation jet departing ATL Runway 9L on the Atlanta Six SID experienced some confusion when ATC instructed the aircraft to initiate a turn at the Middle Marker after the take off clearance was issued.
Aircraft: DECATHLON 8KCAB
Phase of flight: Descent
Anomaly: Aircraft Equipment Problem Less Severe; Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Inflight Event / Encounter Fuel Issue

I recognized that fuel calculations/usage was incorrect and elected to make a precautionary landing on a clear straight road with control rather than proceeding the 6 miles over housing to airport. While this situation is 100% my responsibility there are a few factors that worked against me in the lead up to this situation.1. Aircraft was 'rushed' out the door by [maintenance facility] due to pressure from aircraft owner. This was due to the [maintenance facility] taking a far longer time to repair than originally quoted. The aircraft underwent an annual inspection however I was never informed that they had changed the EDM930 engine monitoring system. Fuel tanks filled at [maintenance facility].2. Departed VFR with the possibility of weather closing in. After 30 minutes flight time aircraft started a pronounced right roll that had to be held off. Elected to land at [at a nearby airport] due weather and to inspect aileron roll problem.3. [The maintenance facility] found the right aileron linkage jamb nuts loose and vibration was pulling out of adjustment. Adjusted 3 full turns and tightened these nuts and flight the next day was improved with only slight correction required. **Should have filled tanks [there] as I had no weight and balance restrictions**4. Submitted my flight plan trusting the EDM930 fuel flow results of 6.5 GPH. Not sure why I believed this figure however the EDM930 has always been VERY accurate. I did not know at the time that the [maintenance facility] had messed up this unit. Departed with sight gauges reading 3/4 on the ground and full in flight.5. Inflight I noticed the EDM930 reading 35% power and started to mistrust this unit. After referring back to the wing tank sight gauge I noticed it quickly moved from 1/4 tanks to Empty. Diverted my plan towards [a nearby alternate] and notified ATC that I had a fuel problem.I continued flight towards [the alternate] and had landing clearance. Engine started to run lean and rough. Notified ATC of location and landed with power and control. [ATC assisted with services required]. I refueled [and continued uneventfully]. American Champion 8KCAB pilot reported executing a precautionary landing on a road after realizing the engine monitoring system fuel indications were incorrect and fuel was inadequate to make airport.